Train-stopping apparatus.



D. S. & H. SHOFFSTALL.

TRAIN STOPPING APPARATUS.

APPLICATION FILED SEPT. 30, 1914.

LESQQIQ, Patented Mar.30,1915.

3 SHEETS'fiHEET 1.

" lwuawto as mm M,

I/H" NORRIS PETERS C0,. PHOTCPLITHOH WASH/NGTGN. D I

D. S. & H. SHOFPSTALL. TRAIN STOPPING APPARATUS.

APPLICATION FILED SEPT. 30, 1914.

Patented Mar. 30, 1915.

3 SHEETS-SHEET 2.

mue'wto'zs fla viii S. .Shoffsiall,

flenr y Simffsiall, 1

Quezon THE NORRIS PETERS CO4. PHOTO-L|THO., WASHIN TON. D. C

D. S. & H. SHOFFSTALL.

TRAIN STOPPING APPARATUS.

APPLICATION FILED SEPT. 30, 1914.

1,1 34,019. Patented Mar. 30, 1915.

3 SHEETS-SHEET 3.

Mam/1 0' flan id S. Shoffstall,

.[1671729/ Siwffsiall,

.I'IE NHRQIS PETERS 60., PHOTO-LITHCL, WASHINQTON, v, r

TA PANT @FIQ DAVID S. SHOFFS'IALL AND HENRY SHOFFSTALL, 035 MOUNT CARMEL, PENNSYLVANIA.

TRAIN-STOPPING APPARATUS.

1,13%,Git3.

Specification of Letters Patent.

Patented Mar. 30, 1915.

Application filed September 30, 1914. Serial No. 864,318.

T 0 all whom it may concern:

Be it known that we, DAVID S. SI-Iorrs'rALL and HENRY SHGFFSTALL, citizens of the Ilnited States of America, residing at Mount Carmel, in the county of Northumberland and State of Pennsylvania, have invented new and useful Improvements in Train- Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in automatic train stopping apparatus and has particular application to signal controlled apparatus of this type.

In carrying out the present invention, it is our purpose to provide apparatus of the class described whereby the' propelling power of the train will be automatically cut off and the air brakes applied when such train runs by a danger signal, thereby minimizing the possibility of train wrecks.

It is also our purpose to provide apparatus of the type set forth which may be installed and maintained at a minimum expense, which will embody few parts and these so correlated and arranged as to reduce the possibility of derangement to a minimum and which will be reliable and positive in operation.

INith the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claim.

In the accompanying drawings; Figure 1 is a fragmentary side elevation of a trackway and locomotive thereon showing our invention installed. Fig. 2 is a diagrammatic view of the car carried mechanism. Fig. 3 is a longitudinal sectional view through the motor of the car carried stopping mechanism. Fig. I is a front elevation of a detail of the car carried mechanism. Fig. 5 is a cross sectional view on the line 55 of Fig. 2. Fig. 6 is an enlarged side elevation of the lower end of the car carried trip rod. Fig. 7 is a fragmentary cross sectional view through the trackway showing one of the track instruments on an enlarged scale. Fig. 8 is a similar view showing a modified form of track instrument.

Referring now to the drawings in detail, 1 designates a trackway which is preferably divided into blocks and located at the entrance to each block and controlling traflic thereinto is a semaphore comprising a stand ard 2 and a signal blade 3 pivoted upon the standard adjacent to the upper end thereof and capable of swinging movement to danger and clear positions. Disposed adjacent to the entrance to each block is a track instrument 4- comprising a horizontally disposed pin 5 arranged at right angles to the adjacent line of rails of the trackway and slidably mounted within alining bearings 6 carried by a block 7 seated upon the upper surface of the proximate tie, and an electro responsive device in the form of a magnet 8 controlling an armature 9 secured to the lower end of a vertical lever 10 pivoted between its ends within bearings 11 fastened to the adjacent end of the tie carrying the block 7, the upper end of the lever 10 engaging the outer extremity of the pin 5. Encircling the pin 5 between the bearings 6 is a coiled expansion spring 12 having one end secured to the pin 5 and the opposite end abutting the inner bearings 6, such spring acting to hold the pin 5 in normal position. In the present instance, the magnet 8 is connected in circuit with the motor of the signal blade 3 of the adjacent semaphore so that when the motor circuit is closed the magnet will be energized to swing the lever 10 within the bearings 11 and so slide the pin 5 to active position against the action of the spring 12. When the motor circuit is broken and the magnet 8 deenergized the spring 12 reacts to restore the pin 5 and lever 10 to normal positions.

In the modified form of track instrument illustrated in Fig. 8, the magnet 8 and lever 10 are dispensed with and a vertical lever 13 employed and pivoted between its ends adjacent to the outer end of the pin 5. The lower end of the lever 13 is adapted to engage the adjacent extremity of the pin while the upper end is connected by means of a link 14 with the bell crank lever connecting the motor with the signal blade. When the bell crank lever in the connections between the signal blade and the motor is actuated from the motor so as to throw the signal blade to danger position a pull is exerted upon the link 14; thereby swinging the lever 13 about its fulcrum. In the swinging movement of the lever 13, the lower end thereof abuts the adjacent extremity of the pin 5 and so slides the latter horizontally to active position.

In the present instance, we have shown the car carried mechanism as installed in a steam driven locomotive and such mechanism embodies a steam motor comprising a horizontal cylinder 15 mounted upon the locomotive boiler adjacent to the forward end thereof, and a piston 16 within the cylinder l5 and capable of rectilinear movement therein. Connected with the piston 16 within the cylinder 15 is a piston rod 17 projecting outwardly through the rear end of the cylinder and having the outer end thereof connected with a cross head 18 slidably mounted upon a horizontal guide rod 19 having the extremities thereof secured within horizontally alining bearings 20 carried by the boiler of the locomotive behind the cylinder 15. J ournaled in horizontally alining bearings 21 supported by the side of the boiler of the locomotive at, the rear of the cross head 18 is a'horizontal shaft 22 having a crank 23 formed on the central portion thereof and connecting the crank 23 of the shaft 22 with the cross head 18 is a pitinan or connecting rod 24 whereby the shaft 22 will be rotated in the movement of the cross head under the action of the piston 16. Connected with one end of the shaft 22 and projecting upwardly therefrom is an arm 25 connected through the medium of a link 26 with the handle 27 of a cut off valve 28 located in the steam main 29 of the locomotive, while connected to the remaining end of the shaft 22 and upstanding therefrom is an arm 30 to which is pivotally connected one end of a rod 31, such rod having the opposite end thereof forked or bifurcated as at 32 to receive the handle 33 of the engineers brake valve 34. Mounted upon the upper portion of the cylinder '15 is a steam chest 35 connected through the medium of a pipe 36 with the steam dome of the locomotive boiler and slidably mounted within the chest 35 is a D-valve 37 controlling communication between the steam chest and the ends of the cylinder 15 and the ends of the cylinder and the atmosphere. Connected with the valve 37 and projecting outwardly through the rear wall of the steam chest is a rod 38 having the rear end thereof connected with a control lever 39 located in the cab of the locomotive whereby the engineer may shift the D-valve to one position or the other and restore such valve to normal position succeeding the operation thereof. Normally, the D-valve is at the forward end of the steam chest so that communication between the steam dome of the boiler and the rear end of the cylinder 15 is normally established and the forward end of the cylindernormally in communication with the atmosphere whereby the piston 16 is maintained at the forward end of the cylinder and the shaft 22 and arms 30 held 7 in normal position so that the valve 28 will remain open and the engineers brake valve be under the control of the engineer. When, however, the D-valve is shifted to the rear end of the steam chest therear end of the cylinder is placed in communication with the atmosphere and the forward end of the cylinder opened to the steam chest so that the steam acting upon the front face of the piston 16 will slide the latter toward therear end of the cylinder thereby rotating the shaft 22. In the rotation of the shaft 22, the arms 25 and 30 move through an arc and close the valve 28 and move the engineers brake valve to effect an application of the brakes to the wheels. Secured to the upper wall of the steam chest 35 and projecting forwardly therefrom isa bracket arm 40 and pivoted to the outer end of the bracket arm is a bell crank'lever 41 comprising a horizontal limb and a depending vertical limb. The depending vertical limb is preferably composed of two pivotally connected sections 42, 43 and the lower section 43 is passed through a guide 44 and disposed immediately in advance of a horizontal rod 45 slidably mounted within the forward end of the steam chest coaxial with the valve rod 38 and having the inner end thereof disposed adjacent to the D-valve 37 when the latter is in its forward position. Pivotally connected to the outer extremity of the horizontal limb of the bell crank lever and depending therefrom is a vertical rod 46 having the lower endthereof pivotally connected as at 47 with an upwardly pro-- sides of the arms 53 adjacent to the lower ends thereof are spring held impact heads 54 adapted to impact against the pin 5 when the latter is'in active position.

In practice, should a train run by a danger signal, one of the impact heads 54 will strike against the active pin 5 and sorock the shaft 49, thereby swinging the. arm 48 with the effect to throw the rod 46 downwardly and in the downward movement of the rod 46 the bell crank lever 41 swings about its pivotal connection with the bracket 40 and the section 43 of the vertical limb of. such bell crank lever engages the adjacent end of the rod 45 and slides the latterinwardly with the effect to reverse the position of the D'- valve 37 in the steam chest 35, thereby placing the motor in operation and cutting off the propelling power of the car and applying the brakes as previously described.

In the present instance, the section 43 is capable of swinging movement relatively'to the section 42 and in a direction at right angles to the rod 45, and the guide 44 is secured to the forward end of a horizontal shaft 55 journaled in horizontally alining bearings carried by the boiler of the locomotive and capable of rotary movement. The remaining end of the shaft 55 extends into the cab of the locomotive and connected to such end is a hand lever 56. By means of this construction, the shaft 55 may be rotated to move the guide 44 through an arc and in the movement of the guide 44 the lower section 43 of the vertical limb of the bell crank lever will be swung out of line with the rod 45 whereby the D-valve will remain uninfluenced by the trip arms as the latter are actuated by the track instruments. This structure will be found particularly advantageous where engines are employed on both ends of a train and when double heading.

In the present instance, coiled expansion springs 19, 19 encircle the guide rod 19 at the opposite extremities thereof, and are adapted to be engaged by the cross head 18 as the latter approaches the end of its path of movement so as to eliminate shock and dead center.

Ve claim:

In train stopping apparatus, the combination with a valve for cutting ofi the propelling power of a motor car and the engineers brake valve, of a cylinder, a piston within said cylinder and capable of sliding movement therein, a connection between said piston and said valves whereby the latter may be actuated in the movement of the piston, a valve chest on said cylinder, a slide valve within said chest normally establishing communication between said chest and one side of said piston and between the remaining side of said piston and the atmosphere, a source of fluid pressure connected with said chest, a valve rod for setting said slide valve and projecting outwardly from one end of the cylinder, a second rod slidably mounted within the remaining end of the cylinder coaxial with the first rod, a bell crank lever comprising a horizontal limb and a vertical limb disposed adjacent to the outer end of said last rod and formed of pivotally connected sections, means for swinging said bell crank lever to actuate said last rod wherebythe slide valve will be shifted to establish communication between the idle side of said piston and the source of fluid supply and between the remaining side of the piston and the atmosphere, and means for moving the rod engaging section of the vertical limb of said bell crank lever out of line with the adjacent end of the rod whereby the rod will be uninfluenced in the movement of the bell crank lever.

In testimony whereof we affix our signatures in presence of two witnesses.

DAVID S. SHOFFSTALL. HENRY SHOFFSTALL. lVitnesses:

JEFFERSON SHIPMAN, E. E. STRAUB.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G. 

